Elevator



Nov. 15, 1927. 1,649,014

F. L. BOISSONNAULT ELEVATOR Filed Dec. 27. 1926 '2 Sheets-Sheet 1 WITNESSES: INVENTOR g 1 M Frank L. fia/ls sonnau/f Patented Nov. 15, 1927.

UNITED STATES PATENT OFFICE.

FRANK L. BOISSONNAULT, OF BERKELEY, -GALIFORNIA, ASSIGNOR T0 WESTING- "HOUSE ELECTRIC 8c MANUFACTURING COMPANYyA CORPORATION OF PENNSYL- VANIA.

ELEVATOR.

Application filed December 27, 1926.

This invention relates generally to elevator control systems and more particularly to control systems forelevators of the push-button type that may be controlled by the passengers.

In the operation of motor driven elevators it is usually found expedient to obtain the power from some standard lighting-or power system, such is provided in towns and cities. Accordingly under .such operating conditions when elevator control systems are provided with standard relays, which during the functioning of the system, are connected in series relation, difliculty may be experienced in providing for the application to each relay of the voltage required to assure its positive operation.

Assume, for example, that elevatorcont'rol system is installed in a building where the only power source is a 220 volt circuit and that the elevator control system includes relays, the rated voltage :of which is 220, and that during the functioning of the -c0n l'rol system two or "three of these relays are connected in series. It will be readily understood that, under such conditions, without "the installation of auxiliary equipment for stepping up the voltage the proper voltage cannot beapplied to each relay to assure its positive operation.

The object of this invention, generally stated, is thepro-vision of an elevator control system that shall be simple and ,eflicient in operation and readily and economically manufactu'red.

A more specific object of the invention is to provide for the application of the proper operating voltage :to the control relays of an elevator control system to assure their posi tive actuation.

It is also an object of this invention to provide for the stepping up of the voltage of any power source utilized for operating an elevator motor control circuit to permit the impression of substantially rated voltage on each of the'control relays.

Other objects of the invention will, in part, be obvious and, in part 'will appear hereinafter.

The invention, accordingly, is disclosed in the embodiment thereof shown in the accompanying drawings, and comprises the fee:

Serial No. 157,303.

taken in conjunction with the accompanying v drawings, in which;

Figure 1 is a diagram of the connections that may be used for operating an elevator motor, and

Fig. 2 is a diagram of an elevator control system constructed in accordance with this invention. v

Referring now to the drawings, 10 designates generally an alternating current motor of any suitable type for operating an elevator. In this particular instance a three phase induction motor is utilized. As illustrated, the motor field is a delta connection the legs of which will be designated by the numerals 11, 12 and 13.

In this particular embodiment of the invention it is'assumed that a three-phase 220 volts power system is available for operating the motor 10. YVhile in this disclosure of the invention the control system is applied to a three-phase motor it will be readily under-stood, as the description proceeds, that it may be utilized in conjunction with various other types of motors, adapted foroperation on differentpower systems.

In order to control the direction of rotation-of the motor 10, a plurality of electrically operated magnetic switches 17 to 20 inclusive are provided. As shown, the switch 17 is connected between the line conductor 15 and the junction point of the legs 11 and 13 of the field winding of the motor 10, while the switch 18 is connected between the line conductor 15 and the junction point of the legs 11 and 12. The switch 19 is disposed to control the flow of current from the line conductor 14: to thejunction point of the legs 11 and 12 and the switch 20 is connected in the lead extending from the conductor 1 1 to the junction point of the legs 11 and 13.

Two other relay switches 21 and 22 are connected in the motor circuit and disposed to govern the operation of the motor. As

will be observed, the switch 22 is located between the line conductor 16 and the field windings, while the switch 21 is connected in the motor lead conductor common to the line conductors 14 and 15.

In this system the movements of the elevator car are controlled through the control of the motor 10 and therefore the operation of the motor will be described first. As the first step, in operating the motor 10, assume that the switches 17, 19, 21 and 22 are closed. In this manner a motor circuit is established which extends from the line conductor 15, through switch 17, motor lead 23, the legs 11 and 13 of the motor field windings, to the line conductors 14 and 16. Current may also flow from the line conductor 14 through switch 19, motor lead 24, switch 21, legs 11 and 12 of the field windings of the motor 10 to the line conductors 15 and 16. It will also be noted that current flows from the line conductor 16, through switch 22, motor lead 25, legs 12 and 13 of the motor field windings to line conductors 14 and 15. Therefore the motor is set in operation and the direction in which it rotates will govern the movement of the elevator car.

If the switches 17 and 19 are opened and the switches 18 and 20 closed, new motor circuits are established and current flows from the line conductor 14 through switch 20, motor lead 23, legs 11 and 13 of the delta field windings to conductors 15 and 16. Further current will flow from the line conductor 15, through switch 18, motor lead 24, switch 21, legs 11 and 12 of the delta field windings to the line conductors 15 and 16. In this manner the direction of the rotation of the motor 10 may be reversed.

As is common practice, in installations of this kind, a spring-pressed brake shoe 26 is utilized. to stop the motor when the motor circuit is opened. In this construction the brake shoe 26 is disposed toengage the brake wheel 27 which is mounted on a common shaft 28 with the armature of the motor 10. In order to withdraw the brake-shoe 26 from the brake wheel 27 when the motor is started, an electromagnet disposed to be energized upon the closure of the motor circuit is provided.

As shown the electromagnet comprises an iron core 29 connected to the brake shoe 26 and disposed to be actuated by a coil 30 connected between the motor leads 23 and 25. Therefore, when the motor circuit is closed the coil. 30 is energized and the brake shoe 26 is withdrawn from the brake wheel 27.

The control. system illustrated in Fig. 2 is connected between the line conductors 14 and 15 of the 220 volts three-phase power system. As pointed out hereinbefore, the operation of the elevator motor 10 may be controlled by means of the switches 17 to 22 inclusive. Therefore, by the proper manipube actuated by the car.

lation of switches 17 and 22 the motor may be governed to move an elevator car (not shown) to any predetermined position.

Since the control system may be applied to different types of push button elevator cars irrespective of the drive connections that may be provided between the car and operating motor and since a number of suitable type of car drives are well known in the art it is considered unnecessary to show a car or the drive connections. Further the additional figures necessary to illustrate the car and drive would needlessly complicate the drawing.

It may, therefore, be assumed that by pro viding means for starting and stopping the elevator motor at predetermined points and controlling its direction of rotation that an elevator car may be moved in accordance with the will of the passenger. Therefore, by the proper manipulation of the relay switches, 17 to 22 hereinbefore referred, an elevator car may be moved up or down to suit the convenience of a passenger.

It may be assumed that the relay switches 18 and 20, when actuated to close the motor circuit, effect the operation of the motor required to raise the elevator car, while the closure of the switches 17 and 19 will cause a downward movement of the car. quently, throughout the remainder of this specification the relay switches 17 to 20 will be referred to as directional relays, 18 and 20 being the up relays, while 17 and 10 will be down relays.

It is common practice in elevator systems to provide for interrupting the motor circuit when a landing door or car gate is opened. Accordingly, in the interest of safety in this particular system, contact members which are illustrated diagrammatically at 31 to 35 inclusive are mounted on the doors of the different landings and connected in series with the actuating coils of the relay switches 21 and 22, thereby to assure that if the landing door is open it will be impossible to close the motor circuits.

Further it will. be noted that the contact members 36 provided on the car gate and the over load trip 87, are also connected in series with the actuating coils of the relays 21 and 22. Consequently, when the car gate is open or when an excessive current is flowing in the motor circuit the elevator motor can-- not be operated.

It sometimes happens in the operation of elevators that the car is caused to over-travel because of the control system failing to function at the right moment. and the car may be damaged by projecting it into either end of the shaft. In order to prevent such accidents two overtravel devices 38 and are disposed at the bottom and top of the elevator shaft respectively and adapted to Since these over Conseinn travel devices are well known in the artand since they form no part of this invention,

21 and 22.

The diagram shown in Fig. 2 is for a sys tem having five stops or floor landings;

however, it will be readily understood that by adding additional relays any desired number of stops may be provided tor.

Since the operation of the control system is identical for each stop only the one set OI circuits, established by the closure of a push-button on the car and one by "a pushlbutton in a hall, will be described.

In order to provide't'or the control of the elevator motor by a passenger on the car a plurality of car push-button switches 10 to 44, inclusive, are provided. Therefore, when a passenger is traveling in a car, all that he has to do in order to get to the desired stop is to operate the proper button switch.

Since the control system is designed for five stops five -hall push-button switches, 4:5 :to 49, inclusive, one at each stop, are provided for controlling the elevator motor to move the car from any hall or stop to another stop from which the passenger desires to travel. The push-button switches 40 "to 49, inclusive, may be of any well known construction, such as generally used in elevator systems of this type.

In order to maintain the motor circuits established by the operation of any one ot the push-button switches 40 to 49, inclusive,

closed, a plurality of floor relays 50 to '54,

inclusive, are provided. As illustrated, each floor relay is connected for operation upon the closiu'e of a single hall push-button switch or a .car push button switch. For example, the actuating coil of the relay '50 is connected to the hall push-button switch 45 and .to the car push-button switch ll.

In this system any suitable type of floor selector may be utilized for stopping the carat a predetermined floor. Since floor selectors are well known in the art, a detailed description of their construction and operation will not be given, but reference may be made to Patent 851,829 which discloses one that would meet the requirements of this invention.

In view oi the foregoing, the floor selec tors will be described only generally. Each floor selector is provided with movable member disposed to be set in an engagement with fixed contact members; The movable members will be designated as to 64, inclusive- As illustrated the movable selector members 60 .to 64, inclusive, are disposed to be actuated into engagement conductors l4: and 15.

the line voltage two additional taps 77 and i with fixed contact members to 68, inclusive, respectively, as the car moves downward, and into engagement with the fixed contact members 69 to 72, inclusive, respectively, as the car moves upward. noted that the top and bottom floor selec tors have only one fixed contact each, be-

cause there are no circuits to be established by the car when it moves above the top :stop, =or below the bottom stop.

In the construction of floor selector-s provision is made for stopping the movable cont-act member in a position midway between the two fixed contact members, when the .car reaches a predetermined stop and push button switches 45 to 49, inclusive,

when there is a passenger in the car, a car hold relay '73 is provided.

manipulation of a car push button switch. Further, when this relay is closed the interlock 73-out carried thereby, serves to interrupt the connection between the hall push-button switches 45 to 49, inclusive, and the source of supply.

As has been pointed out hereinbetore, one of the dominant features of this control system is to provide for the stepping up of the voltage of the source of supply when two or more relays are connected in series, thereby to assure the application of the desired voltage of each relay. Accordingly, an auto transformer 74: is provided.

The auto transformer is connected in the usual manner, that is, only a portion of the winding is connected between the line In order to step up 78 are provided on the transformer '74.

IVith a view to clearly pointing out the manner in which the voltage is stepped up, when the floor relays and directional relays are connected in series, the operation of the motor, when a hall button switch is closed, will now be described.

Assume that the car is located at the third stop from the bottom, and that it is desired to bring it to the second stop for the accommodation of someone located there. The push-button switch 48 is pressed establish ing a circuit which extends from the transformer tap 77, through conductor 79, interlock 73-out, conductor 80., push button 48,

conductor 81, the actuating coil of floor re- It will be It will be noted that this relay can only be operated by the loo lay 53, conductor 82, the movable contact member 63 of the tloor selector 58, contact member 71, conductor 83, the actuating coils of the directional relays 17 and 19, connected in parallel by the interlocks 18-out and 20 out, respectively, to the conductor 84.. back to the trans'lornier througl'i tap 76. There- :tore, the relay 53 is closed establishing a holding circuit: which extends trom the transformer tap 77, through conductor 85, interlock 21-in conductors 86 and 87, relay 53, conductors 88 and 81, the actuating coil of relay 53, conductor 82, and then to the transformer tap 76, through the circuit traced for originally energizing the relay It will be noted that the floor relay a3 and the directional relays 17 and 19 connected in parallel, have been connected in a series parallel arrangement. Further, the voltage applied to this series parallel combination of relays has been stepped up above the line voltage by an amount equal to the voltage between the transtormer taps and 77. Upon the closure of the directional relays 17 and 19 a circuit is established through the actuating coils of the relays 21 and 22.

Referring to Fig. 2 the actuating circuit, for the relays 21 and 22, extends from the line conductor 14-, conductor 89, hall door contact members 31 to 35, inclusive, the actuating coils of the relays 21 and 22, interlock 17-in, conductor 90, the car gate contact member 36, the emergency push button switch 93, the overtravel interlocks 38 and 39, conductor 91, the over-load trip 37, conductor 92 to the line conductor 15.

The motor circuits previously traced are now established and the elevator motor func tions to move the car downward. IVhen the car reaches the second stop, from the bottom, the movable contact member oi? the floor selector 58 is actuated to its central position, thereby interrupting the actuating circuit of the floor relay 53 and the directional relays 17 and 19. Thereiore,the elevator motor is brought to rest when the car reaches stop two.

Assume now that the car is at the third stop from the bottom, that the directional relay 57 is opened as illustrated in Fig. 2, and that a passenger on the car desires to ascend to the 4th stop. In order to energize the up relays to close the proper motor circuits for operating the motor in the up direction, the push button switch 43 is closed. In this manner, a circuit is established from the transformer through tap 78, conductor 94, the actuating coil of relay 73, conductor 95, push button switch 13, conductor 96, the actuating coil of the floor relay 51, conductor 97, the movable member 61 and the fixed contact member 66 of the floor selector relay 56, conductors 98 and 99, the actuating coils of the directional relays 18 and 20 connected in parallel through the interlocks 17-out and 19-0ut, to the conductor 84 and tap 76 to the transforn'ler. hen the relays 18 and 20 are closed an actuating circuit for the relays 21 and 22, as hereinbe'tore traced with the exception of the substitution of the interlock 18-in for the interlock 17-in, estab lished.

A holding circuit for the tloor relay 51 is established upon the operation of the push button switch 43. As will he observed, this holding circuit extends from the trans former, through tap 77, conductor 85, interlock 21-in, conductors 86 and 100, floor relay 51, conductor 101, the actuating coil of the floor relay 51 to conductor 97 from which point the circuit is the same as the actuating circuit for the d 'ectional relays 18 and 20.

Therefore, since the directional relays 18 and 20 and the motor circuit relays 21 and 22 are closed, the elevator motor is energized to rotate in the up direction, and the car moves upward to the 4th stop when the floor selector 56 is opened interrupting the actuating circuit of the directional. relays which effects the opening of the motor circuit.

It will be noted that in order to energize the directional relays 18 and 20 to rotate the motor in the up direction, the ear hold relay 73, the floor relay 51, and the directional relays 18 and 20 were connected in a series parallel arrangement and that the voltage applied was the voltage between the trans- :tormer taps 76 and 78. Therefore, the voltage applied to this combination of relays was increased by an amount equal to the voltage between taps 77 and 78 over the voltage applied to the floor relay 53 and the directional relays 17 and 19 connected in series parallel arrangement.

In order to prevent individuals located at a y of the stops from interfering with the movements of the car, when carrying passengers, an interlock is provided on the car hold relay 73. As shown, this interlock 7? out is disposed to interrupt the connection between the transformer tap 77 and hall push button switches 45 to 19, inclusive.

The foregoing description discloses an elevator control system provided. for stepping up the voltage when the number of relays, connected in series, is increased, so that substantially rated voltage may be applied to each relay to assure its positive operation.

Since certain changes may be made in the above construction, and different embodiment of the invention may be made without departing from the scope thereof, it is intended that all matter contained in the above description, or shown in the accompanying drawing, shall be interpreted as illustrative and not in a limiting sense.

I claim as my invention 1. In an elevator control system in combination, a source of power, a plurality of control relays disposed to be connected to the source of power, and means for efiecting a connection between the source of power and the control relays, and applying the proper operating voltage to each relay.

2. In an elevator control system in combination, a power source, a plurality of control relays disposed to be energized from the power source, means for connecting the re lays in different groups to the power source and means disposedto be connected between the source of power and the relays to effect the application of the proper operating voltage to each relay. 7

3. In an elevator control system in combination, asource of power, a plurality of control relays disposed to be connected to the source of power, and means for connecting the relays in different groups to the source of power, said relay connecting means being adapted to vary the voltage applied to the difl'erent groups of relays, thereby to assure the application of the desired operating voltage to each relay.

4-. In an elevator control system in combination, a plurality of control relays, a

, source of power, a transformer connected to source of power, and means for connecting the relays in diiierent groups to the transformer to effect the application of the prop er operating voltage to each relay.

5. In an elevator control system in combination, a plurality of control relays, a source of power for operating the relays, means for connecting the relays in different series groups and means for applying substantially rated voltage to each relay of any group.

6. In an elevator control system in combination, a power source, an elevator motor disposed to be connected to the power source, a plurality of directional relays for con trolling the motor, a transformer connected to the power source, and means for connecting the relays to the transformer to apply substantially rated voltage.

7. In an elevator control system in combination, a power source, an elevator motor disposed to be connected to the power source, a plurality of directional relays for controlling the motor, a plurality of floor and car relays for controlling the operation of the directional relays, said relays being disposed to be connected in series groups for energization, a transformer connected to the source of power, and means for connecting the series groups of relays across sections of the transformer to apply substantially rated voltage.

8. In an elevator control system in combination, a source ofpower, an elevator motor disposed to be connected to the source of power, a plurality of relays disposed to be connected in series groups to control the operation of the motor, a plurality of switches for selecting any group of relays for energization, a transformer connected to the source of power, and means depending upon the operation of the switches for connecting the groups of relays across sections of the transformer to eifect the application of substantially rated voltage to each relay.

In testimony whereof, I have hereunto subscribed my name this 17th day of December, 1926.

FRANK L. BOISSONNAULT. 

